Methods, systems and computer readable media for managing aircraft systems

ABSTRACT

Methods, systems, and computer readable media are disclosed for managing an aircraft&#39;s systems through a dedicated interface. One aspect of a method for implementing the subject matter described herein includes at least one interactive interface configured for managing an aircraft system, displaying at least one or more graphic object representing at least one or more system component, displaying at least one or more energy flow icon representing the direction of circulation of an energy flow, and interacting with the at least one or more system component through a user action on the at least one or more graphic object.

TECHNICAL FIELD

The subject matter described herein relates generally to aircraftsystems management. More particularly, the subject matter disclosedherein relates to methods, systems and computer readable media formanaging one or more aircraft systems through a management interface.

BACKGROUND

The management of a plurality of aircraft systems in currentconfigurations, including fuel, hydrocarbon fuels, electric, engines,and orders of flight is performed using three devices. First, a screendisplays some information about these systems, gathering variousparameters measured by sensors, as well as the state of the equipmentcomposing each system of the plane. Secondly, an order-system overheadpanel equipped with a plurality of buttons, chokes, and switches thatact on the various systems allows an aircraft operator to control thesevarious systems, with an increased level of confusion associated withthe significant number of such control buttons, chokes, and switchesavailable on the panel. Thirdly, a screen displays any breakdownsdetected by the systems as well as the procedure to limit the impact ofthese breakdowns on the safety of the flight and the other flightoperations.

There is a need to simplify these systems and reduce the possibility forerrors made by the operator when responding to situations that ariseduring flight operations.

SUMMARY

According to one aspect, the subject matter described herein comprises amethod for managing an aircraft system. The method includes at at leastone interactive interface configured for managing an aircraft system,displaying at least one or more graphic object representing at least oneor more system component, displaying at least one or more energy flowicon representing a direction of circulation of an energy flow, andinteracting with the at least one or more system component by a useraction on the at least one or more graphic object.

According to another aspect, the subject matter described hereincomprises a system for managing an aircraft system. The system includesan interactive interface configured for managing one or more aircraftsystem and comprising a hardware processor. The system also includes atleast one or more graphic object representing at least one or moresystem component, at least one or more energy flow icon representing adirection of circulation of an energy flow, and at least one or moregraphic object representing an automated task procedure.

According to yet another aspect, the subject matter described hereincomprises a non-transitory computer readable medium having storedthereon executable instructions that when executed by the processor of acomputer control the computer performs, at an interactive interfaceconfigured for managing an aircraft system, displaying at least one ormore graphic object representing at least one or more system component,displaying at least one or more energy flow icon representing adirection of circulation of an energy flow, and interacting with the atleast one or more system component by a user action on the at least oneor more graphic object.

The subject matter described herein can be implemented in software incombination with hardware and/or firmware. For example, the subjectmatter described herein may be implemented in software executed by oneor more processors. In one exemplary implementation, the subject matterdescribed herein may be implemented using a non-transitory computerreadable medium having stored thereon computer executable instructionsthat when executed by the processor of a computer control the computerto perform steps. Exemplary computer readable media suitable forimplementing the subject matter described herein can includenon-transitory computer readable media such as, for example and withoutlimitation, disk memory devices, chip memory devices, programmable logicdevices, and application specific integrated circuits. In addition, acomputer readable medium that implements the subject matter describedherein may be located on a single device or computing platform or may bedistributed across multiple devices or computing platforms.

BRIEF DESCRIPTION OF THE DRAWINGS

The subject matter described herein will now be explained with referenceto the accompanying drawings, of which:

FIG. 1A is an exemplary embodiment of a global visualization interfacefor providing aircraft operators with a comprehensive view of the stateof the aircraft systems and their relations in accordance with aspectsof the subject matter described herein;

FIGS. 1B to 1E are exemplary embodiments of energy flow icons inaccordance with aspects of the subject matter described herein;

FIG. 2A is an exemplary embodiment of a global visualization interfacewith multiple inserts displaying aircraft systems information inaccordance with aspects of the subject matter described herein;

FIGS. 2B to 2G are exemplary embodiments of inserts displaying aircraftinformation in accordance with aspects of the subject matter describedherein;

FIG. 3 is an exemplary embodiment of a global visualization interfacewith multiple inserts displaying system error messages in accordancewith aspects of the subject matter described herein;

FIG. 4 illustrates tab controls for navigating between a global view, alocal system management view, and a task view in accordance with aspectsof the subject matter described herein;

FIG. 5A is an exemplary embodiment of a management interface for anaircraft system in accordance with aspects of the subject matterdescribed herein;

FIGS. 5B to 5H are exemplary embodiments of an aircraft operatorperforming system management through the management interface inaccordance with aspects of the subject matter described herein;

FIG. 6A is an exemplary embodiment of a task-specific interface inaccordance with aspects of the subject matter described herein;

FIGS. 6B to 6H are exemplary embodiments of an automated task-specificaction sequence in accordance with aspects of the subject matterdescribed herein;

FIGS. 6I to 6M are exemplary embodiments of performing manualtroubleshooting on an aircraft system failure in accordance with aspectsof the subject matter described herein; and

FIG. 6N is an exemplary illustration of a collection of graphic objectsusable by a management interface in accordance with aspects of thesubject matter described herein.

DETAILED DESCRIPTION

In accordance with the description herein and exemplary, associateddrawings, novel methods, systems, and computer readable media aredisclosed for simulating user interactions with a simulated aircraftcockpit. Such methods, systems and computer readable media areparticularly suitable for use, for example and without limitation, for3D modeling of a cockpit associated with an emulation of aircraftsystems.

Notably, the subject matter described herein provides an integratedinterface system for the simplification of the management of systems ofan aircraft for use during either a prescribed situation or anon-prescribed situation that may occur during flight operations. Aprescribed flight situation includes flight operations situations whenthe aircraft operating systems indicate or emit a diagnosis ofbreakdown, or when an operator detects a breakdown not detected by theaircraft operating systems. In this case, a known procedure is appliedin response to the detected breakdown. Prescribed flight situationsoccur when the aircraft operating systems require an operator toconfigure a setting in a particular configuration in response to thedetected breakdown, or for the operator to pay attention to a particularaircraft operating system or operating parameter. A prescribed flightsituation could include, for example, the detection of an unknown sourceof smoke, detected by either the operator or operating systems onboardthe aircraft.

A non-prescribed flight situation occurs when the aircraft operatingsystems indicate that the aircraft operating systems do not detect anyabnormal situation or condition, whereas the aircraft is in a situationrecognized by the operator as dangerous or abnormal for the given flightconditions. In this non-prescribed flight situation, a coherent actionplan cannot be formulated by the aircraft operating systems, or noprocedure exists for the current flight situation for the operator tofollow in order to resolve the abnormality in the flight conditions.Non-prescribed flight situations occur, for example, when the operatorwishes to put the plane in a particular configuration or to visualizeparticular parameters not required by a procedure outlined by standardflight operating procedures. A non-prescribed flight situation couldinclude the investigation of managing remaining fuel onboard theaircraft by the operator.

In some aspects, an aircraft's various systems are managed through anunique device with dedicated interfaces. FIG. 1A is an exemplaryembodiment of a global visualization interface, generally designated100, for providing aircraft operators with a comprehensive view of thestate of the aircraft systems and their relations, in accordance withaspects of the subject matter described herein. In some aspects, theglobal visualization interface 100 has three levels connected by energyflow diagrams. The first level systems are Energy Consumer systems 102such as Aircraft FIRE & SMOKE 104 systems, A-ICE & LIGHTS 106 systems,CABIN & CARGO 108 systems, AIRCRAFT CONTROL 110 systems and COCKPIT &AVIONICS 112 systems. The second level systems are Energy Distributor103 systems such as Air 116, ELEC 118, and HYD 120. The third levelsystems are Energy Supplier 122 systems such as auxiliary power unit(APU) 124, engine 1 (ENG 1) 130 and engine 2 (ENG 2) 126, and FUEL 128systems. Each system is represented with a graphical object such as avolume in axonometric perspective, associated with a textual label andgraphic symbol describing the associated aircraft system.

In some aspects, an aircraft operator interacts with an aircraft systemby using, for example, tactile features such as a touchscreen display,or interactive devices such as a computer mouse or track-wheel selector.When selected, each of the graphic objects gives access to a local viewof a management system about the associated aircraft system.

In some aspects, the aircraft systems as displayed on the globalvisualization interface 100 are connected to other systems by variousgraphical icons representing energy flows. For example, FIG. 1B depictsan exemplary illustration of a graphical icon 132 representing the flowof aircraft fuel. As illustrated in FIG. 1B, fuel flow icon 132 has longarrows 134 representing the direction of displacement of the fuel, whichaccentuates the effect of fluid movement when compared to the flows ofELEC (electrical) or HYD (hydraulic) systems for which there is littleor no physical displacement. Referring back to FIG. 1A, the FUEL 128supplier system is configured to direct aircraft fuel to systems such asENG1 126, ENG2 128, and APU 124. Similarly, FIG. 1C depicts an exemplaryillustration of a graphical icon 136 representing the flow of electricflux. As illustrated in FIG. 1C, electric flux icon 136 includes markswith arrow shaped symbols 138. Referring back to FIG. 1A, the aircraftengines (ENG 1 130 and ENG 2 126) and the APU 124 are configured todirect electric flux first to the ELEC 118 distributor system, and theELEC 118 system then distributes the electric flux to energy consumersystems such as FIRE & SMOKE 104 systems, A-ICE & LIGHTS 106 systems,CABIN & CARGO 108 systems, AIRCRAFT CONTROL 110 systems and COCKPIT &AVIONICS 112 systems. Furthermore, FIG. 1D depicts an exemplaryillustration of a graphical icon 140 representing hydraulic flow of theaircraft. As illustrated in FIG. 1D, hydraulic flow 140 includes markswith arrows at base punt pointing out the hydraulic pistons. Referringback to FIG. 1A, the aircraft engines (ENG 1 130 and ENG 2 126) areconfigured to direct hydraulic flux first to the HYD 120 distributorsystem, and the HYD 120 system then distributes the hydraulic flux toenergy consumer systems such as the AIRCRAFT CONTROL 110 system. Inaddition, FIG. 1E depicts an exemplary illustration of a graphical icon144 representing air flow of the aircraft. As illustrated in FIG. 1E,air flow 144 includes arcs symbolizing a wave of air volumedisplacement. Referring back to FIG. 1A, the aircraft engines (ENG 1 130and ENG 2 126) and the APU 124 are configured to direct air flow firstto the AIR 116 distributor system, and the AIR 116 system thendistributes the air flow to energy consumer systems such as the A-ICE &LIGHTS 106 system. It should be noted that other symbols or icons can beeasily utilized to represent various types of flows, as the examplesprovided herein are intended to explain the subject matter and not as alimitation. Furthermore, interruptions or breakdown of energy flows arerepresented with a solid line with no arrows depicting energy movements.For example, when fuel ceases to flow from FUEL 128 to aircraft enginesENG 1 130 and ENG2 126, the connection between these systems isrepresented by a solid line 148.

In some aspects, contextual and/or supplemental information aredisplayed along sides of the graphic objects representing aircraftsystems to provide additional systems data to aircraft operators. FIG.2A is an exemplary embodiment of a global visualization interface,generally designated 200, with inserts displayed for multiple graphicobjects for providing additional systems information during differentphases of a flight, in accordance with aspects of the subject matterdescribed herein. Inserts are graphic icons placed on an interfaceconfigured to display systems information about an associated aircraftsystem. For example, an AIR 204 insert is placed next to the graphicobject AIR 116 and configured to display additional aircraft statusinformation. As illustrated in FIG. 2B, the AIR 204 insert is configuredto display aircraft status information such as effective cabin airpressure 206, effective cabin airspeed 208, effective cabin altimeter210, and temperatures 212 at different segments of the cabin section.Similarly, an A-ICE & LIGHTS insert is placed next to the graphic objectA-ICE & LIGHTS showing that both nacelle anti-ice system 214 and winganti-ice system 216 are switched off, as illustrated in FIG. 2C.Furthermore, APU 224 insert, ENG 1 220 insert, and ENG 2 222 insert areprovided to include information such as fuel flow rate 226 and fuelusage 228 of the APU 124, ENG 1 130, and ENG 2 126 systems, asillustrated in FIGS. 2D to 2F. In addition, a FUEL 230 insert isdisplayed next to the FUEL 128 system icon. As illustrated in FIG. 2G,the FUEL 230 insert is configured to display information such as wingfuel tank operation mode and amount of fuel on board. It should be notedthat other inserts can be conveniently inserted and displayed to provideother systems information as needed, the examples provided here are toexplain the subject matter and not as a limitation.

In some aspects, the inserts are also useful to display, for eachsystem, breakdown diagnoses when a system failure has occurred, asillustrated in FIG. 3. For example, an A-ICE & LIGHTS 302 insertindicating at least one or more error status for an aircraft's A-ICE &FIRE system is placed on a global visualization interface 300 asdepicted in FIG. 3. Furthermore, in situations where multiple errorshave occurred within a single system, the errors are listed in an orderdetermined by a flight database onboard the aircraft or according tostandard operating procedure guidelines. For example, as shown in FIG.3, the A-ICE & LIGHTS insert 302 is configured to display at least 3errors, error 1 being the most critical whereas error 3 has the leastimpact (compared to the other 2 errors) on the aircraft. Similarly abreakdown in the energy flow between at least two systems is illustratedby a solid line 304, without arrows indicating any flow. When multiplesystems are experiencing failures, corresponding inserts are displayedon the global visualization interface 300 as shown in FIG. 3. As such,an aircraft operator has an overall picture of the failures of theaircraft, which enables the operator to coordinate his or her actionsquickly, notably when the system cannot formulate any prescribedresolution plan.

In some aspects, a system management interface configured for managingat least one or more aircraft system is accessible by interacting withan insert or a graphic object representing one or more functionsrealized by the considered system. The interface can be that can be alocal system management interface for local control on an aircraft. Auser or operator interacts with the insert or the graphic object throughany suitable technique, for example such as by tapping the insert on atactile screen, or selecting the insert using an interactive device suchas a computer mouse. Selecting an insert or the graphic objectrepresenting an aircraft system grants the operator access to a localsystem management interface of that system. For example, as illustratedin FIG. 4, one or more tab controls are available for navigating betweena global view, a local system management view, and a task view ofaircraft systems. For example, when an aircraft operator selects asystem icon or a tab or the insert associated with the FUEL 128 system,a new mitre 400 or interface opens up and provides a way to manage thatsystem locally. Furthermore, an additional interface icon 402 becomesavailable on the local system mitre 400 and provides a quick path backto the global visualization interface 100. As such, this configurationallows an aircraft operator to quickly access a particular system andjust as quickly return to the global overview interface.

In some aspects, an operator is capable of accessing and/or managing anaircraft system through a dedicated management interface. For example,FIG. 5A depicts an exemplary illustration of a system managementinterface, generally designated 500, for managing an aircraft's fuelsupply in accordance with aspects of the subject matter describedherein. As shown in FIG. 5A, the management interface 500 displays thecurrent status of the aircraft's hydrocarbon containing system, such asquantities of fuel, flow of the fuel, and operations of the fuel pumps.Also shown on the management interface 500 are system components of thefuel supply system (e.g. pumps, valves, fuel tanks, etc.) represented bygraphic objects and a virtualized layout of the system including thefuel tanks, valves and pumps. As illustrated in FIG. 5A, the systemcomponents are placed on the interface in one aspect in reference orrelation to their physical locations on the aircraft. For example, thereal fitting of the fuel tanks on the aircraft is reproduced on themanagement interface 500 by indicating on the left a representation ofthe fuel tank present in the left wing 502 and on the right a symbolrepresenting the fuel tank of the right wing 504. Similarly, a centerCENTER 506 fuel tank is placed between the LEFT WING 502 and RIGHT WING504 fuel tanks representing the fuel stored in the aircraft's centralfuselage. Each fuel tank has at least one or more pump 508 forcontrolling the fuel flow and is connected to aircraft systemsrepresented by inserts such as the APU 224, ENG 1 220 and ENG 2 222inserts. There is also a valve 510 for controlling the fuel flow tovarious aircraft systems and powered by the ELEC 118 distributor system.In the event of failure of the aircraft electrical system, ELEC 118provides quick access to a management interface to the aircraft'selectrical system. In some aspects, the amount of fuel available isdisplayed both numerically and graphically. For example, fuel-on-board512 is displayed numerically on top of the management interface 500, andso is the amount of fuel available in each tank. However, each tank alsodepicts the amount of fuel available graphically, for example, asstacked blocks similar to a cell phone displaying the amount of batterypower left. In addition, the circulation of the fuel is also displayed.For example, a line of arrows coming out of the fuel tanks and intoaircraft systems represent the movement of aircraft fuel. Thisconfiguration provides an overview of the aircraft's fuel system andallows an operator to act quickly.

In some aspects, system function sequences are activated following oneor more prescribed sequences. For example, the fuel carburizing systemis configured to operate in an AUTO FEED 514 mode by default, whichgives an operator full authority to configure the fuel supply accordingto procedures determined by priorities set by a flight database onboardthe aircraft or in standard operating procedure guidelines. Thedetermination of priorities takes into consideration factors such asdifferent flight phases, the operating aircraft systems, and/or anybreakdowns or aircraft system failures. Under the AUTO FEED mode, theCENTER 506 fuel tank would be exhausted first, followed by the LEFT WING502 and RIGHT WING 504 tanks, thereby reducing stresses undergone byaircraft wing structures during cruising.

In some aspects, an aircraft operator is fully authorized to activate ordeactivate a system component through user interaction with a graphicobject on the management interface. For example, by tapping on thegraphic object representing a fuel tank, an operator is manuallyselecting and/or deselecting the tank independently of other systemcomponents, and the FUEL 500 management system will reconfigure thepumps 508 and valves 510 automatically in order to adequately supplyfuel to all aircraft systems, starting from the activated fuel tank.This configuration is referred to as the “functional interaction”, as itis abstracted from the equipment which is programmed to execute thesettings as configured in a strict manner, such as open and close valves510, or start and/or stop the fuel pumps 508. Functional interaction isan improvement over current systems, where an aircraft operator isrequired to toggle multiple switches in a prescribed order to configurevalves and pumps to reroute the fuel supply. Centralizing the controlsin the FUEL management interface 500 not only lightens the workload ofthe operator, but also reduces overall risk due to human errors. In someaspects, as illustrated in FIG. 5B, an operator deselects the CENTER 506tank and selects the LEFT WING 502 and RIGHT WING 504 tanks, at whichpoint the AUTO FEED 514 mode is automatically disabled. In some aspects,interacting with graphic objects on the management interface allows anaircraft operator to activate a manual feed mode for supplying fuel toaircraft fuel tanks and/or for removing fuel from aircraft fuel tanks.For example, by tapping graphic objects representing fuel valves on thelocal system management interface, the aircraft operator can adjustaircraft fuel levels in the aircraft's left wing tank, right wing tank,center tank, or a combination thereof.

In some aspects, inappropriate configuration commands or operatingprocedures that would put an aircraft in potential danger is preventedby a safeguard mechanism. For example, as illustrated in FIG. 5C, whenonly the RIGHT WING 504 tank is supplying fuel to both engines (ENG 1220 ENG 2 222), deselecting and therefore closing off the RIGHT WING 504tank would effectively cut off the fuel supply to the aircraftcompletely. To prevent this type of situation from occurring, aconfirmation to take action is requested by the system and displayed onthe interface 500. For example, “zone at risk” 516 is displayed over theRIGHT WING 504 tank, conspicuous and wide enough to draw attention fromthe operator. At the same time, the order to deselect the RIGHT WING 504tank is blocked and potential risk of the action is displayed on acommand icon 518. The safeguard mechanism will require the operator totake a specific interaction, such as drag the command icon 518 into thecenter of the zone at risk 516 to confirm the execution of theoperator's command. This mechanism will work with other fuel tanks in asimilar fashion, and can eliminate unintentional commands and notifyaircraft operators to consequential operational risks.

In some aspects, the FUEL 500 management interface is also configured tomanage abnormal system configurations and failures. For example, underAUTO FEED mode, the difference in the amount of fuel in the left andright wing tanks is automatically maintained at or below a thresholdlevel (e.g. 300 kg), such as for example by activating a rebalancingmechanism at convenient times throughout a flight. However, when anoperator disables the AUTO FEED mode and puts the fuel system in adifferent configuration, an imbalance of amount of fuel between thetanks can develop. When the imbalance exceeds a threshold level (e.g.300 kg), a contextual icon will appear to indicate the imbalance and askfor rebalancing of aircraft fuel between the two tanks. For example, asillustrated in FIG. 5D, rebalancing icon 520 is displayed next to thefuel tanks indicating a fuel imbalance exceeding the threshold level. Aproposed procedure box 524 appears within the rebalancing icon 520depicting the proposed command needed to rebalance the fuels. Theoperator can select and confirm the command, at which point fuel flowbetween the tanks is automatically initiated to correct the imbalance,as illustrated in FIG. 5E. In comparison, systems in use today requirean aircraft operator to rebalance the fuel through a procedureconsisting of opening and closing a series of valves and pumps, and thento reactivate the valves and pumps once a balance has been achieved. Thepart of reactivating valves and pumps is regularly forgotten byoperators and thus reverses the fuel imbalance. The present subjectmatter drastically simplifies the rebalancing process for the operator,as well as making it more reliable and safer. It should be noted thatother system functions or anomalies can also be conveniently brought toan operator's attention and then corrected by the method describedherein. The example of fuel imbalance is provided here to explain thesubject matter and not as a limitation.

In some aspects, under certain operational conditions, when a fuel tankfails to function, it is possible to still draw fuel from that tankusing gravity. For example, as illustrated in FIG. 5F, when a fuel tankceases to operate (e.g. the LEFT WING 502 fuel tank), the FUEL 500management interface indicates to the operator that such fuel will notbe usable directly (e.g. change the displaying color of the fuel in thefaulty tank), but will become available when the aircraft passes under aparticular flight ceiling. For example, for Airbus A320 aircraft, oncethe plane passes under a GRAVITY FEED CEILING FL 130 526 as indicated onthe management interface 500, a GRAVITY FEED AVAIL indicator 528 appearson top of the LEFT WING 502 icon to indicate the activation of gravityenabled fuel feeding, as illustrated in FIG. 5G.

In some aspects, an aircraft operator has the option to directly controlthe pumps 508 and valves 510 of the fuel system for managing anunprescribed emergency situation such as a fuel leak not detected byonboard sensors. However, the safeguard mechanism is still present as asafety net, preventing the operator from executing potentiallydisastrous commands. For example, as illustrated in FIG. 5H, to closeoff the valve 510, a “zone at risk” 528 is displayed over the valve 510,wide enough to draw attention from the operator. At the same time, thecommand to close the valve 510 is blocked and potential risk of theaction is displayed on a command icon 530. The safeguard mechanism willrequire the operator to take a specific interaction, such as for exampleto drag the command icon 530 into the center of zone at risk 528 toconfirm the execution of the operator's command.

In addition, in some aspects, command icons such as JETTISON 532 andREFUEL 534 are also placed on the FUEL management interface 500,allowing quick configuration and execution of refueling the plane on theground or jettison fuel in the air. It should be noted that other quickaccess command icons can be conveniently placed on a system managementinterface for fast execution of prescribed configuration commands. Inaddition, in some aspects, system function sequences such as JETTISON532 and REFUEL 534 require a configuration phase before execution. Forexample, aircraft fuel balancing parameters need to be collected andanalyzed before adding or jettisoning fuel to or from the aircraft.

In some aspects a prescribed situation can occur when onboard sensorsdetect a smoke source and responses are prescribed for an aircraftoperator to resolve the fault. In current practice, task-specific actionsequences such as smoke source troubleshooting or assessment proceduresare performed through several onboard interfaces, including atask-specific action sequence presented in a printed Quick ReferenceHandbook, a series of “ON/OFF” commands for potential sources disposedin an overhead panel, systems reconfiguration controls disposed acrossthe cockpit for reallocating communication frequencies on non-shutdownradio controls, and a display of potential sources on a plurality ofsystem pages and overhead panel lights. In this situation of a smokesource, the interactive system provides an integrated task view thatsupports the execution of a simplified procedure for troubleshooting thesmoke source while providing direct “ON/OFF” commands on potential smokesources, displaying current states of these potential sources, andautomatically reallocating system resources. This advantageously allowsthe operator to have a better understanding of the troubleshooting orassessment process, to be more efficient at finding the smoke source,and to be exposed to a reduced risk of command error, thereby improvingthe safety of the aircraft when a non-sensed smoke source is identified.In some aspects, performing an action sequence comprises reconfiguring ashutdown system to another resource and providing a backup capability.For example, during a smoke source troubleshooting sequence, thesequence shuts down one electrical generator while keeping the othergenerators operational.

In some aspects, the interactive system described in the present subjectmatter prescribes a task to be performed by the operator and thenillustrate a task view at an appropriate time. In addition, the operatorhas the option to activate a particular task view from a pre-definedlist when the operator detects an event not picked by the aircraft'ssensors. For example, as illustrated in FIG. 6A, when smoke is detectedby the operator, a task-specific interface such as SMOKE SOURCETROUBLESHOOTING 600 interface is activated for finding the source of thesmoke. The SMOKE SOURCE TROUBLESHOOTING 600 interface is configured todiagnose and repair a malfunctioning aircraft system and includesinteractive icons such as a tab control 602 for a quick navigation backto a global system view and a manual control icon 604 for disabling theTROUBLESHOOTING 600 interface. In some aspects, the TROUBLESHOOTING 600interface allows the operator to follow a prescribed system functionsequence by activating a series of macro actions. In some embodiments,the system function sequence can include one or more predefined systemfunctions, for example, as illustrated in FIG. 6A, a macro action icon606 is displayed on the interface allowing the operator to perform aparticular system function, and a manual control icon 608 is alsoavailable for navigating to the next system function in the sequence.Also displayed on the TROUBLESHOOTING 600 interface are systems iconsthat represent possible sources of smoke, which an operator can turn offmanually.

In some aspects, to determine or pin point the source of the smoke, asillustrated in FIG. 6 b, the operator is first requested to shut downthe Galleys and Cabin fans, the two most probable causes of smokeemission and dissemination. The operator selects the OFF control on themacro action icon 606, then GALLEYs and CAB FANS are turned OFF, and thenext step on the smoke troubleshooting sequence is activated. In thisexample, the APU is selected to be not running, therefore APU generatedelectricity and air (APU GEN ELEC 610 and APU GEN AIR 612) are notrunning as well.

When the first macro action step did not alleviate the smoke issue, thesmoke troubleshooting sequence then proceeds automatically to the nextstep, which is isolating the left side of the aircraft as shown in FIG.6C. By selecting the macro-action icon 666 again, systems such as theGEN ELEC 1 614, GEN AIR 1 616, AIR PACK 1 618, ELEC 1 620, AND CABIN &CARGO 1 622 will get reconfigured on the right side redundancies andthen closed down. Also closed off are associated energy flows betweenthe systems, which are represented as solid lines without arrowsindicating no energy movements. Once left side systems are reconfiguredand isolated, the operator will be prompted, as shown in prompt box 624,to answer if the smoke has dissipated, without a time limitation, asillustrated in FIG. 6D. If the operator selects “NO” in the prompt box624, then the left side systems (e.g. GEN ELEC 1 614, GEN AIR 1 616, AIRPACK 1 618, ELEC 1 620, AND CABIN & CARGO 1 622) can be recovered, asshown in FIG. 6E, and a recovery status box 626 appears to indicate theprogress of systems recovery. Alternatively, as FIG. 6F illustrates, theaforementioned process is repeated, this time for the right side of theaircraft, isolating the potential smoke sources there. The operator isthen prompted to confirm if the macro-action of isolating the right sidewas effective, as illustrated in FIG. 6G. When the operator selects“NO,” the troubleshooting sequence is configured to proceed to the nextmacro-action of switching on an emergency electrical supply that onlykeeps emergency electrical systems powered. The deployment of emergencyelectrical systems is shown, for example, in FIG. 6H, with a status box628 displayed on the screen indicating the progress of the deployment.The activation of the emergency electrical supply EMER ELEC 630 alsoactivates a ram air turbine RAT 632, and the RAT 632 deploys itselfprior to the disconnection of the left side systems. As illustrated inFIG. 6I, the RAT 632 is configured to provide emergency electricity tothe EMER ELEC 630 core, which supplies electricity to the emergencyavionics EMER AVNCS 632. At this point the operator is then requested toclose the task as no further action can be performed to eliminate thesmoke source.

This exemplary response method for troubleshooting a smoke source in areduced number of steps advantageously enables the operating crewmembers to methodically check the source of the smoke while maintaininga safe and operable aircraft as long as possible. There is also anadvantageous reduction in potential errors due to the macro-actionstaken that combine potential sources in combinations that will havelittle detrimental effect to other aircraft operations systems and donot require the operating crew members to memorize a long series ofsteps to be performed manually in emergency situations. Additionally,the representation of potential smoke source systems gathered on thesame view below macro action enable the crew to have an overview of theeffect of macro-action on individual systems.

In some aspects, instead of going through a task-specific actionsequence such as the smoke troubleshooting sequence, the operator isaware of the possible sources of the smoke and is fully authorized tointeract directly with the displayed aircraft systems, and the safeguardmechanism is in place to protect against abnormal and/or dangeroussystems commands. For example, as shown in FIG. 6J, the operator decidesto directly shut down the GEN ELEC 2 634 and GEN AIR 2 636 systemsbecause engine 2 is showing high vibrations while there is smoke in thecabin. Then when the operator tries to set GEN ELEC 1 614 off, thesafeguard mechanism gets activated and places a “zone at risk” 640 overthe GEN ELEC 1 614 system icon, wide enough to draw attention from theoperator, as illustrated in FIG. 6K. At the same time, the order todeselect the GEN ELEC 1 614 is blocked and potential risk of the actionis displayed on a command icon 638. The safeguard mechanism will requirethe operator to take a specific interaction, such as drag the commandicon 638 into the center of zone at risk 640 to confirm the execution ofthe operator's command.

In some aspects, which operator command would set the aircraft in dangeris determined dynamically by the safeguard mechanism. For example, asillustrated in FIG. 6L, the APU (APU GEN ELEC 642 and APU GEN AIR 644)is turned on to provide electrical and air flow to the aircraft'ssystems. As such, when the operator attempts to turn off GEN ELEC 1, thesafeguard mechanism will not be activated to block this command, becauseELEC 1 620 core is now powered by the APU GEN ELEC 642.

In another aspect, some of the aircraft's systems cannot be directlycontrolled by an aircraft operator through the TROUBLESHOOTING 600interface. For example, systems such as AVNCS 1 646 and AVNCS 2 648cannot be turned off by the operator on this aircraft architecture. Whenan operator attempts to disable a system such as the AVNCS 1 646 on theTROUBLESHOOTING 600 interface, as illustrated in FIG. 6M, a popup 650will inform the operator such command cannot be executed. However, anoperator can still turn off the AVNCS 1 646 system indirectly, bycutting off its power supply from ELEC 1 620.

In some aspects, an interface system includes graphic objectsrepresenting principal elements (e.g. tanks, valves, generators, pumps,etc.) of an aircraft according to their physical locations on theaircraft (e.g. right wing, left wing, cabin, etc.). The systems areconnected by various energy flows (e.g. fuel electricity, air, water,etc.) according to the energy flow's direction of circulation asconfigured in the aircraft. For example, aircraft fuel can be directedfrom the wing tanks to the engines, and air can be directed bygenerators to the cabin. Important consumer systems such as fire & smokesystems, or cockpit & avionics systems, are to be displayed either bydefault and/or by aircraft operator preference, and descriptiveinformation about a system is also displayed. Furthermore, systemfailures and emergency functions (e.g. fuel imbalance, smoke sourcetroubleshooting, etc.) are also displayed and accessible from theinterface.

In some aspects, the graphic objects also inform the aircraft operatoras to the state of the associated aircraft system. For example, a systemcan be shown to be operational or degraded, locked or active, and/ordeployment in progress. The graphic object also gives the operatoraccess and control to that system.

Furthermore, multiple interfaces are to be integrated into a centralizedplatform configured to include several tactile devices. For example, inthe event of a system failure, an ABNORMAL MISSION MANAGEMENT interfacewill pop up automatically or at a pilot's request, to a screen next tothe global management interface, or even share the same screen as themanagement interface.

FIG. 6N is an exemplary illustration of a collection of graphic objectsusable by a management interface, in accordance with aspects of thesubject matter described herein. The graphic objects can have differentcontour, color and/or geometric characteristics and are controllable bythe management interface. For example, having color in the center of agraphic object makes it possible to show to system being active orinactive (e.g. blue being active, grey being inactive, etc.) Blue ispreferably retained because it is a cold color that is known to favorserenity, on the contrary to amber and green that are hotter and areassociated with danger. Furthermore, the first contour makes it possibleto indicate if a button is actionable or not, and the color of contourmakes it possible to indicate the system is operational or degraded. Thecollection of graphic objects displayed in FIG. 6N can be convenientlychanged depending on the airline preference or cockpit configurations,as they are provided and described herein to explain the subject matterand not as a limitation.

It will be understood that various details of the subject matterdescribed herein may be changed without departing from the scope of thesubject matter described herein. Furthermore, the foregoing descriptionis for the purpose of illustration only, and not for the purpose oflimitation, as the subject matter described herein is defined by theclaims as set forth hereinafter.

What is claimed is:
 1. A method for managing an aircraft system, themethod comprising: at least one interactive interface configured formanaging an aircraft system and in association with a hardwareprocessor: displaying at least one or more graphic object representingat least one or more system component; displaying at least one or moreenergy flow icon representing a direction of circulation of an energyflow; and interacting with the at least one or more system component bya user action on the at least one or more graphic object.
 2. The methodof claim 1, wherein the at least one or more graphic object is placed onthe interface in reference to a physical location of the at least one ormore system component.
 3. The method of claim 1, wherein interactingwith the at least one or more system component includes at least one ormore of: activating or deactivating the system component; activating asystem function sequence following a prescribed sequence; andinteracting with a safeguard mechanism associated with the aircraftsystem.
 4. The method of claim 3, wherein activating or deactivating asystem component includes at least one or more of: activating ordeactivating a fuel pump; activating or deactivating a fuel valve; andactivating or deactivating an electric power supply system.
 5. Themethod of claim 3, wherein activating a system function sequencefollowing a prescribed sequence for at least one or more of: activatinga fuel auto feed mode; activating a manual feed mode from a left wingtank, right wing tank, and/or a center tank or any combination thereof;activating a fuel jettison procedure; activating a refuel procedure; andactivating a fuel rebalance procedure.
 6. The method of claim 3, whereininteracting with a safeguard mechanism comprises dragging a command iconin a zone at risk icon.
 7. The method of claim 1, further comprisinginitializing a safeguard mechanism configured to prevent the aircraftsystem from executing an inappropriate operating procedure.
 8. Themethod of claim 7, wherein initializing the safeguard mechanismcomprises placing a zone at risk icon over a system component, whereinthe zone at risk icon is configured to prevent the system component fromexecuting an inappropriate operating procedure.
 9. The method of claim8, further comprising displaying a command icon, wherein the commandicon is configured to display a message about a consequence of executingthe inappropriate operating procedure.
 10. The method of claim 1,further comprising displaying a warning message about a system anomaly.11. The method of claim 1, wherein displaying at least one or moregraphic object representing at least one or more system componentincludes displaying at least one or more of: a graphic objectrepresenting a fuel tank; a graphic object representing an aircraftengine; a graphic object representing an auxiliary power unit (APU); agraphic object representing a fuel pump; and a graphic objectrepresenting a fuel valve.
 12. The method of claim 1, wherein displayingat least one or more graphic object representing at least one or moresystem component comprises displaying system information on the graphicobject.
 13. A system for managing an aircraft system, the systemcomprising: an interactive interface configured for managing one or moreaircraft system and comprising a hardware processor, the interfacecomprising: at least one or more graphic object representing at leastone or more system component; at least one or more energy flow iconrepresenting a direction of circulation of an energy flow; and at leastone or more graphic object representing an automated task procedure. 14.The system of claim 13, wherein the at least one or more graphic objectis placed on the interface in reference to a physical location of the atleast one or more system component.
 15. The system of claim 13, whereinan automated task procedure includes at least one or more of: a fuelauto feed procedure; a fuel jettison procedure; a refuel procedure; anda fuel rebalance procedure.
 16. The system of claim 13, furthercomprising a safeguard mechanism configured to prevent the aircraftsystem from executing an inappropriate operating procedure.
 17. Thesystem of claim 16, wherein the safeguard mechanism comprises a zone atrisk icon configured to prevent the system component from executing aninappropriate operating procedure.
 18. The system of claim 17, furthercomprising a command icon configured to display a message about aconsequence of executing the inappropriate operating procedure.
 19. Thesystem of claim 13, wherein the at least one or more system componentincludes at least one or more of: a fuel tank; an aircraft engine; anauxiliary power unit (APU); a fuel pump; and a fuel valve.
 20. Anon-transitory computer readable medium having stored thereon executableinstructions that when executed by the processor of a computer controlthe computer to perform steps comprising: at an interactive interfaceconfigured for managing one or more aircraft system and comprising ahardware processor: displaying at least one or more graphic objectrepresenting at least one or more system component; displaying at leastone or more energy flow icon representing a direction of circulation ofan energy flow; and interacting with the at least one or more systemcomponent through a user action on the at least one or more graphicobject.
 21. The non-transitory computer readable medium of claim 20,wherein interacting with the at least one or more system componentincludes at least one or more of: activating or deactivating the systemcomponent; activating an automated task procedure; and interacting witha safeguard mechanism associated with the aircraft system.
 22. Thenon-transitory computer readable medium of claim 21, wherein interactingwith a safeguard mechanism comprises dragging a command icon in a zoneat risk icon.